EP4055574A1 - Procédé de commande d'un véhicule et dispositif de commande de régulation de distance - Google Patents

Procédé de commande d'un véhicule et dispositif de commande de régulation de distance

Info

Publication number
EP4055574A1
EP4055574A1 EP20801192.4A EP20801192A EP4055574A1 EP 4055574 A1 EP4055574 A1 EP 4055574A1 EP 20801192 A EP20801192 A EP 20801192A EP 4055574 A1 EP4055574 A1 EP 4055574A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
distance
operating mode
driver
following distance
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP20801192.4A
Other languages
German (de)
English (en)
Other versions
EP4055574B1 (fr
Inventor
Thomas Dieckmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF CV Systems Global GmbH
Original Assignee
ZF CV Systems Global GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF CV Systems Global GmbH filed Critical ZF CV Systems Global GmbH
Publication of EP4055574A1 publication Critical patent/EP4055574A1/fr
Application granted granted Critical
Publication of EP4055574B1 publication Critical patent/EP4055574B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/22—Platooning, i.e. convoy of communicating vehicles
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04W—WIRELESS COMMUNICATION NETWORKS
    • H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
    • H04W4/30—Services specially adapted for particular environments, situations or purposes
    • H04W4/40—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P]
    • H04W4/46—Services specially adapted for particular environments, situations or purposes for vehicles, e.g. vehicle-to-pedestrians [V2P] for vehicle-to-vehicle communication [V2V]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2310/00—Arrangements, adaptations or methods for cruise controls
    • B60K2310/26—Distance setting methods, e.g. determining target distance to target vehicle
    • B60K2310/264—Distance setting methods, e.g. determining target distance to target vehicle changing distance, e.g. reducing the distance for overtaking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2310/00—Arrangements, adaptations or methods for cruise controls
    • B60K2310/28—Following time setting methods, e.g. elapsed delay between preceding and host vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2310/00—Arrangements, adaptations or methods for cruise controls
    • B60K2310/30—Mode switching, e.g. changing from one cruise control mode to another
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/408—Radar; Laser, e.g. lidar
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/229—Attention level, e.g. attentive to driving, reading or sleeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/20—Data confidence level
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/65—Data transmitted between vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2754/00—Output or target parameters relating to objects
    • B60W2754/10—Spatial relation or speed relative to objects
    • B60W2754/30—Longitudinal distance

Definitions

  • the invention relates to a method for controlling a vehicle as well as a distance regulation control device.
  • a distance control system also known conventionally as adaptive cruise control (ACC) - is used, with which a predetermined first target following distance can be set between an own vehicle and a vehicle directly ahead.
  • ACC adaptive cruise control
  • a certain target vehicle acceleration or target vehicle speed is specified by a distance control control device of the distance control system and this target vehicle acceleration or target vehicle speed is specified via a braking system and / or a drive system of the own vehicle set in order to regulate the predetermined first target following distance.
  • the distance control device accesses ambient signals from an environment detection system located in the vehicle, in particular a radar sensor or lidar sensor, and processes them to provide current driving dynamics information with regard to the vehicle environment, for example a current actual following distance to the respective vehicle in front, to be included as a control variable of the distance control system.
  • a minimum safety distance is normally defined, which at least the driver's reaction time and the braking like of the vehicles involved.
  • a selection made by the driver eg “short”, “medium”, “long” can be included.
  • the reaction time is used to determine a first target following distance at which the driver still has a chance to brake the vehicle in time, for example in the event of an emergency braking of the vehicle in front. This reaction time can for example be set according to the so-called Cologne model.
  • a central coordinator For ferry operation in a platoon, in which two or more vehicles move coordinated in a column, a central coordinator is conventionally provided, which is located in one of the platoon's vehicles and, for example, the position and the actual following distances of the individual vehicles depending on driving dynamics parameters, for example a braking capacity, vehicle weight, etc., and distributed to the individual vehicles. Communication between the central coordinator and the individual vehicles takes place via a wireless V2X connection (V2X, vehicle-to-everything). This is used to coordinate the vehicles with one another and to transmit dynamic driving information so that the vehicles in the platoon can automatically react to one another more quickly.
  • V2X wireless V2X connection
  • the latency time for the transmission of V2X data via the V2X connection is particularly relevant for a coordinated and safe setting of the driving dynamics of the individual vehicles. Since the latency period is usually less than the driver's reaction time, the vehicles in the platoon can drive at a shorter actual following distance from one another, which means that the slipstream in particular can be used for a fuel-saving driving style without neglecting the safety aspect.
  • Such a platooning of vehicles is described by way of example in JP 2008110620 A2, JP 2010117771 A2, WO 2017/035516 A1, DE 102012212339 A1.
  • KR 20150075762 A light communication between unmanned vehicles in a platoon is further described.
  • SE 1650608 A environmental data from an environmental detection system is used to check whether a vehicle in front is suitable for forming a platoon due to its dimensions. As a result, certain target following distances are determined that must be observed between the vehicles.
  • DE 102017004741 A1 describes using the distance control system of an own vehicle via a corresponding interface to set a target following distance specified for platooning.
  • WO 2018/054518 A1 also describes using the distance control system for setting the target following distance, in particular as a function of a braking capacity of the vehicle.
  • the object of the invention is to specify a method, a distance regulating control device and an own vehicle that allow a coordinated journey of at least two vehicles in a convoy in a simple and reliable manner.
  • a method for controlling one's own vehicle with a brake system, a drive system and a distance control system is accordingly provided, the distance control system being designed is to regulate an actual following distance between the own vehicle and a preceding vehicle in front to a specified target following distance, the target following distance being specified as a function of an activated operating mode of the distance control system, wherein
  • a first target following distance as a function of a reaction time of a driver of the own vehicle
  • a second target following distance is given independently of the reaction time of the driver of the own vehicle, whereby to activate the second operating mode in a plausibility step it is checked whether V2X data is safe and reliable between the vehicle in front and the own vehicle can be exchanged or exchanged via a V2X connection.
  • a second operating mode of the distance control system can be activated in which a second target following distance is defined as the reference variable, in which the driver's reaction time is no longer taken into account, which is preferably shorter as a first target following distance.
  • the two vehicles can move in a convoy mode at shorter actual following intervals, which are set by the distance control system as a controlled variable.
  • the second operating mode with the second target following distance is only activated or permitted if it is plausibly established that a V2X connection (V2X, vehicle-to-everything) has been established between the vehicles .
  • V2X vehicle-to-everything
  • dynamic driving information that is relevant for controlling your own vehicle e.g. during emergency braking, can be exchanged via this fast transmission path and the driver's reaction time can be used when determining and setting the actual following distance.
  • the driver's reaction time can be used when determining and setting the actual following distance.
  • This has the same effect that the first target following distance is specified as a function of a fraction or a percentage of the driver's reaction time. This is synonymous with the fact that the actual reaction time of the driver is not taken into account when specifying the target following distance.
  • a V2X connection After a V2X connection has been established, it is also checked or checked for plausibility whether the vehicle in front is relevant for the distance control process at all, ie whether it is in the same lane.
  • those assigned to the vehicle in front are already transmitted via the V2X connection and are also available in the own vehicle. the global position information is used for a comparison, so that a simple check is made possible.
  • a check is also made in the plausibility check step to determine whether the actual following distance between the own vehicle and the vehicle in front remains approximately the same.
  • This makes it possible to check plausibility in a simple manner as to whether the own vehicle is moving at an approximately constant distance from the vehicle in front. This means that the intention can be derived with a high degree of probability that the driver of the own vehicle wants to drive in the slipstream and that the vehicle in front does not counteract this, for example by leaving the same lane. With further information it can thus be plausibly determined whether both vehicles, and in particular the own vehicle, want to drive in a convoy without the need for a central coordinator or a lead vehicle.
  • the information from a camera can therefore still be used for plausibility checking in order to check whether a vehicle in front that is relevant for the distance control process is present.
  • vehicle dynamics information transmitted via the V2X connection for example a target vehicle deceleration and / or an actual vehicle speed and / or a related variable, match the camera data output by the camera, and or
  • the actual following distance determined by the distance control system can be derived from the camera data determined by the camera.
  • the plausibility check step for activating the second operating mode is carried out over a plausibility check period.
  • the checks described are carried out as part of the plausibility check step over a certain period of time in order to rule out malfunctions or vehicles in front for a short time, e.g. vehicles crossing the lane, are not recognized as vehicles to be driven in a convoy.
  • the second operating mode is preferably not activated because it is not possible to reliably or plausibly determine whether the response time can be ignored .
  • a reaction time of between 0.8s and 1.5s is preferably determined as the reaction time for determining the first target following distance, the reaction time being able to be determined, for example, according to the Cologne model known to the person skilled in the art.
  • the first target following distance from a minimum safety distance which takes into account at least one reaction distance and preferably also a braking safety distance based on the braking capacity of the vehicles involved, and
  • the second target following distance follows from the minimum safety distance, which takes into account at least one latency distance and preferably also the braking safety distance based on the braking ability of the vehicles involved and does not take into account the reaction distance, wherein
  • the latency interval is determined from a latency time, taking into account the current actual speed of the own vehicle, the latency period specifying the time to transfer the V2X data between the own vehicle and the vehicle in front via the V2X connection.
  • the relevant time ie the reaction time or the latency time
  • the target following distance so that the driver or automatically from the own vehicle can react adequately to a braking situation of the vehicle in front, preferably an emergency braking situation, without causing a rear-end collision.
  • the latency time is normally shorter than the driver's reaction time
  • the second target following distance is correspondingly smaller, so that fuel-efficient ferry operation in the convoi mode can be guaranteed.
  • the second target following distance follows from a sum of the minimum safety distance at least taking into account the latency distance and without taking into account the reaction distance and an additional distance selected by the driver.
  • the respective target distance can be determined in a simple arithmetic step, with a selection of a driver also being able to be taken into account, for example according to a subdivision into “short”, “medium”, “long”.
  • the driver can thus select an additional distance that is appropriate for the current driving situation, which is then added to the respective minimum safety distance in the respective operating mode.
  • the first target following distance is compared with the second target following distance and / or the reaction time is compared with the latency period
  • the second target following distance corresponds to the first target following distance if it is determined that the second target following distance is greater than the first target following distance and / or the latency is greater than the driver's reaction time.
  • the first operating mode can also be activated automatically in this case because if the latency time is too long it can be concluded that there is an error in the V2X connection and that the V2X data is not or cannot be transmitted safely and reliably via the V2X connection. If, in accordance with one of the alternatives, the first target following distance is returned to, this is preferably communicated to the driver optically and / or acoustically and / or haptically.
  • the respective shorter target distance can be used if, in the case of long latency times and thus an unreliable V2X connection, the driver would actually intervene earlier with his reaction time than is automated with the driving dynamics information that over which V2X data would be transmitted, would be the case. In this way, a safe actual following distance can also be adjusted.
  • the plausibility check step is only permitted when an activation means is activated, the activation means being, for example, a switch arranged in the own vehicle that can be activated temporarily or permanently by the driver. Accordingly, the driver can decide for himself whether an activation of the second operating mode or a shorter actual follow-up interval should take place without taking the reaction time into account.
  • the activation means when the activation means is deactivated, the first operating mode is automatically activated or maintained. This allows you to actively determine when to switch to the first operating mode or normal distance control.
  • the driver can deactivate the second operating mode, for example by operating a brake pedal and / or an accelerator pedal.
  • the driver can also do without Deactivation of the activation means, as with normal distance controls, the second operating mode can be deactivated by actively intervening in the driving dynamics.
  • the deactivation of the second operating mode by the driver deactivates the distance control system or activates the first operating mode. The distance control is therefore completely backed up by the driver or carried out again as normal, depending on the reaction time.
  • a distance control control device is also provided in an own vehicle, in particular for carrying out the method according to the invention, the distance control control device being designed to regulate an actual following distance between the own vehicle and a preceding vehicle to a predefinable target following distance, preferably below Recourse to the environment detection system in the own vehicle, in particular on a radar sensor and / or a lidar sensor, as well as a drive system and a braking system in the own vehicle to accelerate or decelerate the own vehicle, where the target following distance depending on one of the Distance control control device activatable operating mode of the distance control system can be specified, wherein
  • a first target following distance as a function of a reaction time of a driver of the own vehicle
  • a second target following distance can be specified independently of the reaction time of the driver of the driver's vehicle, with the distance control control device being able to check in a plausibility step whether between the vehicle in front to activate the second operating mode and the own vehicle V2X data can be exchanged via a V2X connection.
  • Particularly advantageous compared to the previously known platooning concepts is the fact that the above-described approach allows columns of vehicles of any length to be set up without the need for a central coordinator or a lead vehicle. This increases the efficiency considerably compared to platoons of two, since no lead vehicles are required any more.
  • an own vehicle with a distance control system is also having a distance control control device according to the invention.
  • Fig. 1 shows a driving situation with an own vehicle and a front vehicle
  • FIG. 2 shows a flow chart of the method according to the invention.
  • an own vehicle 1 is shown schematically, which moves in an actual following distance Dlst to a vehicle 2 in front on a roadway 3 with two lanes 3a, 3b.
  • Own vehicle 1 has a distance control system 4 with a distance control control device 5, which is used to regulate the actual following distance Dlst to a predetermined target following distance DSoll.
  • the distance regulating control device 5 is designed to control a braking system 6 and / or a drive system 7 of the own vehicle 1 in order to specifically adapt the actual following distance Dlst by decelerating or accelerating the own vehicle 1.
  • the distance control control device 5 relies on an environment detection system 8 in the own vehicle 1, the environment detection system 8 generating environment signals S which characterize a vehicle environment U.
  • the environment detection system 8 can for this purpose in its simplest form, for example, a radar sensor 8a and / or a lidar sensor 8c.
  • the current actual following distance Dlst to the vehicle 2 in front can be determined from the ambient signals S, which is used as a control variable for the distance control in the distance control system 4.
  • Own vehicle 1 also has an own vehicle V2X module 91 (V2X; vehicle-to-everything), which is designed to connect via a wireless V2X connection 10 with objects in the vehicle environment U, which also have such a V2X module 92, 93 have to communicate.
  • the V2X connection 10 is a short-range data connection, for example WLAN 10a, DSRC (Dedicated Short Range Communication) 10b, etc.
  • the front vehicle 2 has a front vehicle V2X module 92, so that a V2X connection 10 formed via it V2X data V between the two vehicles 1, 2 can be exchanged wirelessly.
  • the V2X data V can, for example, be a global position P, for example determined via a global satellite navigation system (GNSS; Global Navigation (al) Satellite System), for example GPS, differential GPS (DGPS), Galileo, GLONASS, etc., des respective vehicle 1, 2 and / or movement information or driving dynamics information F of the respective vehicle 1, 2, for example a vehicle target deceleration aSoll or a related variable.
  • GNSS global satellite navigation system
  • DGPS differential GPS
  • GLONASS Global Navigation (al) Satellite System
  • an infrastructure device 11 can also have an infrastructure device V2X module 93 in order to enable V2X data V to be exchanged.
  • a position detection device 121, 122 is provided in the own vehicle 1 and in the vehicle in front 2.
  • the own vehicle 1 can adapt its driving dynamics to the vehicle in front 2, which according to the invention is used to set the actual following distance Dlst to a shorter distance than normal and thus in a type of convoy mode M. drive.
  • the vehicles 1, 2 are therefore moving in a convoy.
  • the distance control system 4 is for this purpose in two operating modes B; B1, B2 operated, which can be set or activated depending on the situation via the distance control control device 5:
  • a minimum safety distance DW from the vehicle 2 in front is initially established, for example.
  • an additional distance DZ can be selected by the driver 100, which can take place, for example, in the form of a rough subdivision, for example “short”, “medium”, “long”.
  • the distance regulation control device 5 then automatically regulates with the determined actual following distance Dlst as the controlled variable to a first setpoint following distance DSolM as the reference variable via the brake system 6 and / or the drive system 7 of the vehicle 1.
  • the first target following distance DSolM results from the specified minimum safety distance DW taking into account at least one reaction distance DR and one braking safety distance DB, which takes into account a braking capacity BV1, BV2 of the vehicles 1, 2 involved, and the additional distance DZ, which is dependent on the driver's request.
  • the first target-following distance DSolM then follows, for example, from the sum DR + DB (BV1, BV2) + DZ (“short”, “medium”, “long”).
  • possibly existing variances in the braking capacities BV1, BV2 of the vehicles 1, 2 involved can be included via the braking safety distance DB.
  • a certain reaction time tR of the driver is taken into account, so that the own vehicle 1, for example, in the event of an emergency braking of the vehicle in front 2, still in good time, ie with no or minimal consequences of a collision (rear-end collision). can be braked.
  • this reaction time tR corresponds to a certain reaction distance DR, which is included in the first setpoint following distance DSolM, which is regulated in the first operating mode B1.
  • a second target follow-up distance DSoll2 is specified as the reference variable, this not taking into account the reaction distance DR. Instead, a latency distance DL can be taken into account, so that the second target following distance DS0II2 for the second operating mode B2 is derived from the specified minimum safety distance DW, taking into account at least the latency distance dL and the braking safety distance DB, which is a braking capacity BV1, BV2 of the vehicles involved 1, 2 are taken into account, and the driver request-dependent additional distance DZ results.
  • the second target-following distance DSoll2 then follows, for example, from the sum DL + DB (BV1, BV2) + DZ (“short”, “medium”, “long”).
  • the latency interval DL results, taking into account the current actual vehicle speed vlstl, from a latency time tL, which is used for the transmission of the V2X data V between the vehicles 1, 2 via the V2X connection 10 is required.
  • the own vehicle 1 agrees with the vehicle in front 2 via the V2X connection 10.
  • the driver's reaction time tR is no longer decisive for initiating (emergency) braking, but rather the latency time tL for transmitting the global position P or the driving dynamics information F, ie in particular the Front vehicle target deceleration aSoll2 in an (emergency) braking situation, from front vehicle 2 to own vehicle 1.
  • Own vehicle 1 can then use this front vehicle target deceleration aSoll2 to automate (emergency) braking with a corresponding own vehicle Initiate target deceleration aSolM.
  • the second target following distance DSoll2 is usually less than the first target following distance DSolM.
  • the latency times tL of the V2X connection 10 are normally in the range from 30 ms to 300 ms, while response times t R are between 800 ms and 1500 ms.
  • the second operating mode B2 due to the coordination of the two vehicles 1, 2 via the V2X communication 10, lower actual following distances Dlst between the vehicles 1, 2 can be set without affecting the safety compared to the first operating mode B1.
  • the distance regulation control device 5 can constantly check whether the following applies: DSoll2 ⁇ DSolM or tL ⁇ tR, so that with exceptionally high latency times tL - even in the second operating mode B2 - the driver and thus the reaction time tR or the first Setpoint following distance DSolM preference is given if this is smaller than the second setpoint following distance DSoll2.
  • the second target Follow-up distance DSoll2 in the second operating mode B2 can be set to the first nominal follow-up distance DSolH, or - synonymous with it - the latency time tL is set to the response time tR or the first operating mode B1 is activated.
  • the driver is to be warned visually via a display and / or acoustically via a signal tone and / or hap table via the steering wheel.
  • a plausibility check step PL takes place in advance according to FIG. 2, in which it is determined whether the own vehicle 1 follows a vehicle in front 2 and both vehicles 1, 2, in particular special own vehicle 1 with a high probability intend or intend to drive in a convoy mode M, ie with an actual following distance Dlst without taking into account the reaction time tR or the reaction distance DR checks whether a convoy mode M is sensible or appropriate for the own vehicle 1 driving behind.
  • This can take place, for example, in that the own vehicle V2X module 91 is constantly monitored for incoming V2X data V by the distance regulation control device 5.
  • the existence or the possibility of forming a V2X connection 10 can, however, also have been checked in advance.
  • a subsequent, second substep ST2 it is checked whether the incoming V2X data V is actually from a vehicle 2 in front originate that is on the same lane 3a as the own vehicle 1 be. This can preclude V2X data V from being received from a neighboring vehicle 30 in the neighboring lane 3b, for which no target following distance DSoll is to be regulated and with which there is also no travel in a convoy.
  • This check in the second substep ST2 can take place on the basis of the global front vehicle position P2 transmitted via the V2X data V. If the global front vehicle position P2 in coordination with the global own vehicle position P1 indicates that the front vehicle 2 is on the same lane 3a as the own vehicle 1 is, this can be seen as an indicator that both vehicles 1, 2 intend with high probability to drive in a platooning mode M with an actual following distance Dlst without taking into account the reaction time tR or the reaction distance DR .
  • the vehicle dynamics information F transmitted via the V2X connection 10 can be used to check whether the direction of travel of both vehicles 1 , 2 matches. In addition, it can be checked whether the actual following distance Dlst between the two vehicles 1, 2 remains approximately the same over a certain period of time.
  • a camera 8b whose field of view 20 is aligned with the vehicle environment U.
  • the camera data C of the camera 8b it can be determined, for example, whether a vehicle 1 in front is actually in the field of view 20 of the camera 8b and a vehicle 1 in front is also traveling in the same lane 3a as the vehicle 1 of the driver's own vehicle. From this it can also be plausibly concluded whether both vehicles 1, 2, in particular the own vehicle 1, intend to drive with a high probability in a convoy mode M with an actual following distance Dlst without taking into account the reaction time tR or the reaction distance DR.
  • the vehicle dynamics information F transmitted via the V2X connection 10 for example the target vehicle deceleration aSoll2 and / or an actual vehicle speed vlst2 and / or a related variable, can be compared with the camera data C or checked for plausibility become.
  • it can also be checked whether the actual following distance Dlst determined via the radar sensor 8a and / or the lidar sensor 8c matches the front vehicle 2 determined with the camera 8b, for example by triangulation when using a stereo camera.
  • Further information available in the own vehicle 1 can also be used, from which it can be estimated that the vehicles 1, 2 are moving with high probability in a coordinated manner at shorter actual following distances Dlst from one another on the same lane 3a in a convoy mode M want.
  • the plausibility check step PL or the individual substeps ST1, ST2, ST3 ... as part of the plausibility check step PL are each carried out over a certain plausibility check period tP in order to avoid disruptive influences and thus ensure that a Convoy mode M is appropriate.
  • step PL If, in the individual substeps ST1, ST2, ST3 or in the plausibility step PL, it is determined, as described, that the vehicles 1, 2 are traveling in a coordinated manner at short actual following intervals Dlst without taking into account the driver's reaction time tR with a high degree of probability is to take place (convoy mode M), is shown in FIG. 2 in a second Ak- Activation step SA2 causes the above-described second operating mode B2 to be activated by the distance regulation control device 5.
  • the first operating mode B1 is activated in a first activation step SA1.
  • the own vehicle 1 independently determines or plausibility checks whether a coordinated trip in a convoy or at short actual following intervals Dlst is sensible or appropriate. This takes place without resorting to a central coordinator in one of the vehicles 1, 2. The respective own vehicle 1 thus independently decides whether it will enter a convoy by activating the second operating mode B2 with a previously plausibility check.
  • the plausibility check is normally carried out automatically if the driver so desires or an activation means 13 is activated.
  • the driver can temporarily or permanently activate a switch 13a as activation means 13, by means of which the plausibility check step PL with individual substeps ST1, ST2, ST3 is temporarily or permanently permitted in the respective situations.
  • the switch 13a is deactivated, however, the first operating mode B1 is always retained, since the driver does not want to travel in a convoy.
  • the driver actively deactivates the second operating mode B2 by a certain action, e.g. deactivating the switch 13a or stepping on the brake pedal 6a and / or the accelerator pedal 7a, whereby either the distance control is aborted as a whole. or the first operating mode B1 is activated automatically.
  • a certain action e.g. deactivating the switch 13a or stepping on the brake pedal 6a and / or the accelerator pedal 7a, whereby either the distance control is aborted as a whole. or the first operating mode B1 is activated automatically.
  • V V2X data vlstl actual vehicle speed vlst2 Actual speed in front of the vehicle

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Abstract

La présente invention concerne un procédé de commande d'un véhicule sujet (1) comprenant un système de freinage (6), un système d'entraînement (7) et un système de régulation de distance (4), le système de régulation de distance (4) étant conçu pour régler une distance réelle suivante (DIst) entre le véhicule sujet (1) et un véhicule précédent (2) se déplaçant devant une distance suivante cible prédéfinie (DSoll), la distance suivante cible (DSoll) est prédéfinie en fonction d'un mode de fonctionnement activé (B) du système de régulation de distance (4), dans lequel, dans un premier mode de fonctionnement activé, une première distance suivante cible est prédéfinie en fonction d'un temps de réaction d'un conducteur (100) du véhicule sujet (1). Selon l'invention, dans un second mode de fonctionnement activé, une seconde distance suivante cible est prédéfinie indépendamment du temps de réaction du dispositif d'entraînement (100) du véhicule sujet (1) dans le but d'activer le second mode de fonctionnement, une vérification est effectuée dans une étape de contrôle de plausibilité pour déterminer si des données V2X (V) sont ou peuvent être échangées par l'intermédiaire d'une liaison V2X (10) entre le véhicule précédent (2) et le véhicule sujet (1).
EP20801192.4A 2019-11-08 2020-11-02 Procédé de commande d'un véhicule et dispositif de commande de régulation de distance Active EP4055574B1 (fr)

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DE102019130201.3A DE102019130201A1 (de) 2019-11-08 2019-11-08 Verfahren zum Steuern eines Fahrzeuges sowie Abstandsregel- Steuereinrichtung
PCT/EP2020/080628 WO2021089453A1 (fr) 2019-11-08 2020-11-02 Procédé de commande d'un véhicule et dispositif de commande de régulation de distance

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US20220379887A1 (en) 2022-12-01
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EP4055574B1 (fr) 2023-07-12

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